Login| Sign Up| Help| Contact|

Patent Searching and Data


Title:
COMPACT PARK MECHANISM FOR A VEHICLE EXTERNAL MIRROR
Document Type and Number:
WIPO Patent Application WO/2002/090149
Kind Code:
A1
Abstract:
A vehicle external mirror assembly comprising a base (9) mountable to a vehicle, a head (8) pivotally mounted to the base (9), the head (8) supporting a mirror, and a park mechanism (100) for rotating the head (8) with respect to the base (9) from a deployed position to a parked position in which the outermost position of the head (8) is positioned closer to the vehicle, the park mechanism (100) comprising a motor having an output shaft connected to a reduction gear train, the park mechanism (100) is located within the base (9).

Inventors:
FIMERI GARRY GORDON LESLIE (AU)
JAENSCH PETER (AU)
Application Number:
PCT/AU2002/000544
Publication Date:
November 14, 2002
Filing Date:
May 03, 2002
Export Citation:
Click for automatic bibliography generation   Help
Assignee:
SCHEFENACKER VISION SYS AU (AU)
FIMERI GARRY GORDON LESLIE (AU)
JAENSCH PETER (AU)
International Classes:
B60R1/074; F16H35/02; F16H37/12; (IPC1-7): B60R1/074; B60R1/06; F16H3/74; F16H37/12; H02P3/00
Domestic Patent References:
WO2000047445A12000-08-17
Foreign References:
DE3538159C11987-02-26
DE3820578A11989-02-02
EP0652135A11995-05-10
EP0798163A21997-10-01
US5012693A1991-05-07
Other References:
See also references of EP 1383665A4
Attorney, Agent or Firm:
Madderns (S.A. 5000, AU)
Download PDF:
Claims:
THE CLAIMS DEFINING THE INVENTION ARE AS FOLLOWS:
1. A vehicle external mirror assembly comprising: a base mountable to a vehicle; a head pivotally mounted to the base, the head supporting a mirror; and a park mechanism for rotating the head with respect to the base from a deployed position to a parked position in which the outermost portion of the head is positioned closer to the vehicle, the park mechanism comprising a motor having an output shaft connected to a reduction gear train, characterised in that the park mechanism is located within the base.
2. An assembly as claimed in claim 1 wherein the motor is a DC motor and the assembly further comprises a controller for controlling the voltage supplied to the motor, wherein the controller supplies power to the motor at a voltage above its nominal continuous voltage rating for short time periods so as to produce high torque without damage to the motor over the park mechanism's design life.
3. An assembly as claimed in claim 2 characterised in that the motor controller is located within the base.
4. An assembly as claimed in either of claims 2 to 3 wherein the motor has a specification of nominal continuous voltage between 1.5 and 3.0 volts.
5. An assembly as claimed in any one of claims 2 to 4 wherein the controller comprises a pulse width modulator.
6. An assembly as claimed in claim 5 wherein the pulse width modulator is capable of converting input voltages of 9 to 12 volts to output voltages averaging less than 8 volts to a tolerance of plus or minus 1 volt.
7. An assembly as claimed in claim 1 wherein, the gear train has a variable gearing ratio, whereby when the motor drives the output shaft at a substantially constant angular velocity, the angular velocity of the head with respect to the base varies.
8. An assembly as claimed in claim 7 wherein the gear train comprises a variable ratio epicyclic gear assembly.
9. An assembly as claimed in claim 8 wherein the epicyclic gear assembly comprises: a sun gear having a central axis of rotation; a planetary gear engaged by the sun gear; a ring gear engaged by the planetary gear; a carrier mounted for rotation about a carrier axis substantially coaxial with the axis of the sun gear; and a means for connecting the planetary gear to the carrier at a location on the planetary gear offset from the geometric center of the planetary gear, so as to allow the planetary gear to rotate with respect to the carrier, wherein, in use, the ratio of angular velocity of the sun gear to the angular velocity of the carrier varies with the angular position of the carrier.
10. An assembly as claimed in claim 9 wherein the means for connecting the planetary gear to the carrier comprises: a shaft extending from an area on a surface of the planetary gear at a location offset from the geometric center of the planetary gear; and a slot defined within the carrier constraining the shaft, the slot having a longitudinal axis orientated substantially radially with respect to the carrier axis, whereby, in use, the axis of the shaft reciprocates within the slot.
11. An assembly as claimed in claim 9 wherein the means for connecting the planetary gear to the carrier comprises: an arm having a proximal and a distal end, the proximal end pivotally mounted to the carrier and the distal end rotatably mounted to the planetary gear at a location on the surface of the planetary gear offset from the geometric center of the planetary gear, whereby, in use, the arm oscillates with respect to the carrier.
12. An assembly as claimed any one of claims 9 to 11 comprising a plurality of planetary gears.
13. An assembly as claimed in any one of claims 9 to 12 further comprising a means of producing an angular delay in transmission of movement between the output shaft and the head, whereby the length of the delay ensures that the angular movement of the head with respect to the base always commences at minimum angular velocity and ends at maximum angular velocity.
14. An epicyclic gear assembly comprising: a sun gear having a central axis of rotation; a planetary gear engaged by the sun gear; a ring gear engaged by the planetary gear; a carrier mounted for rotation about a carrier axis substantially coaxial with the axis of the sun gear; and a means for connecting the planetary gear to the carrier at a location on the planetary gear offset from the geometric center of the planetary gear, so as to allow the planetary gear to rotate with respect to the carrier, wherein, in use, the ratio of angular velocity of the sun gear to the angular velocity of the carrier varies with the angular position of the carrier.
15. An assembly as claimed in claim 14 wherein the means for connecting the planetary gear to the carrier comprises: a shaft extending from an area on a surface of the planetary gear at a location offset from the geometric center of the planetary gear; and a slot defined within the carrier constraining the shaft, the slot having a longitudinal axis orientated substantially radially with respect to the carrier axis, whereby, in use, the axis of the shaft reciprocates within the slot.
16. An assembly as claimed in claim 14 wherein the means for connecting the planetary gear to the carrier comprises: an arm having a proximal and a distal end, the proximal end pivotally mounted to the carrier and the distal end rotatably mounted to the planetary gear at a location on the surface of the planetary gear offset from the geometric center of the planetary gear, whereby, in use, the arm oscillates with respect to the carrier.
17. An assembly as claimed in any one of claims 12 to 14 comprising a plurality of planetary gears.
18. An assembly as claimed in any one of claims 12 to 17 further comprising a means of producing an angular delay in transmission of movement between the output shaft and the head, whereby the length of the delay ensures that the angular movement of the head with respect to the base always commences at minimum angular velocity and ends at maximum angular velocity.
19. A method of supplying power to a drive motor for a vehicle mirror comprising the steps of: supplying a first voltage to the drive motor for a first time period; and supplying a second voltage to the motor for a second time period, subsequent to the first time period, the second voltage being lower than the first voltage.
20. A method as claimed in claim 19 wherein motor overcurrent protection is provided during the second time period.
21. A method as claimed in claim 19 or 20 wherein, the first voltage is not higher than the minimum design specification voltage of the vehicle power supply.
Description:
COMPACT PARK MECHANISM FOR A VEHICLE EXTERNAL MIRROR This invention relates to vehicle mirror assemblies, vehicle mirror actuators and in particular to vehicle mirror actuators powered by small electric motors.

In many applications it is desirable to provide an actuator having high initial starting torque progressing to low torque. This is because in many applications a larger initial torque is required to overcome static friction, detents or other initial conditions. Once the initial conditions have been overcome, the torque required to continue to actuate is reduced.

One particular application where the torque initially required is high is in power foldable vehicle mirror heads.

External rear view mirrors (wing mirrors) fitted to modern cars (automobiles) often form the widest part of the vehicle. The heads of these mirrors are usually designed to rotate about a substantially vertical pivot both forwards and backwards. Generally a detent mechanism is provided to hold the mirror head in its operable position.

Some vehicles are fitted with"power fold"or"park"mechanisms which fold the wing mirrors from their deployed position inwards to a folded position when the vehicle is parked. This effectively reduces the width of the vehicle and reduces the risk of impact or interference from passing pedestrians or other vehicles.

Park mechanisms within wing mirrors generally include small 12 volt DC electric motors which drive the mirror head through a reduction gear train. Conventionally, in selecting the appropriate motor and gear train for park mechanism, the designer must size the motor such that a sufficient torque is produced at 9 volts to overcome the resistance of the detent mechanism and ice or other accretions that may act to resist movement. The motor must also be able to survive a constant 16 volts. The designer is limited in the reduction ratio by both the reduction in angular speed (caused by high ratios) and hence the time taken to park with the mirror mechanism and practical issues such as fitting a drive train with a high gear reduction within a small space within the mirror assembly.

Park mechanism motors are usually required to operated from the vehicle's electrical system having a supply voltage that can range from 9.0 to 16.0 volts. Such a wide voltage range, if supplied directly to drive motors, will result in a wide variation of shaft output torques and speeds.

The weight of the park mechanism mounted on a cantilever projecting from the side of the vehicle, adds to the problem of stiffening the mirror assembly against vibration. This problem is exacerbated by the fact that, because of their size, park mechanisms are conventionally located in the mirror head.

To facilitate ease of production and to minimise cost the designer of a park mechanism for a vehicle must also attempt to produce a simple design with a small number of components.

It is an object of this invention to facilitate the production of an improved vehicle mirror actuator that overcomes at least some of the above-mentioned problems.

SUMMARY OF THE INVENTION According to a first aspect of the invention, there is provided a vehicle external mirror assembly comprising: a base mountable to a vehicle; a head pivotally mounted to the base, the head supporting a mirror ; and a park mechanism for rotating the head with respect to the base from a deployed position to a parked position in which the outermost portion of the head is positioned closer to the vehicle, the park mechanism comprising a motor having an output shaft connected to a reduction gear train, characterised in that the park mechanism is located within the base.

In a first preferable form of the first aspect of the invention, the motor is a DC motor and the assembly further comprises a controller for controlling the voltage supplied to the motor, wherein the controller supplies power to the motor at a voltage above its nominal continuous voltage rating for short time periods so as to produce high torque without damage to the motor over the park mechanism's design life.

In a second preferable form of the first aspect of the invention wherein the gear train has a variable gearing ratio, whereby when the motor drives the output shaft at a substantially constant angular velocity, the angular velocity of the head with respect to the base varies.

Preferably, the gear train comprises a variable ratio epicyclic gear assembly.

Preferably, the epicyclic gear assembly comprises: a sun gear having a central axis of rotation; a planetary gear engaged by the sun gear; a ring gear engaged by the planetary gear; a carrier mounted for rotation about a carrier axis substantially co-axial with the axis of the sun gear; and a means for connecting the planetary gear to the carrier at a location on the planetary gear offset from the geometric center of the planetary gear, so as to allow the planetary gear to rotate with respect to the carrier, wherein, in use, the ratio of angular velocity of the sun gear to the angular velocity of the carrier varies with the angular position of the carrier.

According to a second aspect of the invention there is provided an epicyclic gear assembly comprising: a sun gear having a central axis of rotation; a planetary gear engaged by the sun gear; a ring gear engaged by the planetary gear; a carrier mounted for rotation about a carrier axis substantially co-axial with the axis of the sun gear; and a means for connecting the planetary gear to the carrier at a location on the planetary gear offset from the geometric center of the planetary gear, so as to allow the planetary gear to rotate with respect to the carrier, wherein, in use, the ratio of angular velocity of the sun gear to the angular velocity of the carrier varies with the angular position of the carrier.

According to a third aspect of the invention, there is provided a method of supplying power to a drive motor for a vehicle mirror comprising the steps of: supplying a first voltage to the drive motor for a first time period; and supplying a second voltage to the motor for a second time period, subsequent to the first time period, the second voltage being lower than the first voltage.

Embodiments of the invention according the second aspect of the invention provide a gear train in which as the sun gear rotates, the shaft of the planet gear moves in and out relative to the center of the sun gear. This changes the effective gear ratio of the gear train (the ratio of the sun gear to the carrier). The level of change is governed by the degree of eccentricity of the planet shaft with respect to its geometric center and the ratio of the number of teeth on the ring gear to the number of teeth on the planet gear. With this varied gear ratio the output speed and torque at particular angular positions is varied and can be tailored to suit a particular application.

Specific embodiments of the invention will now be described in some further detail with reference to and as illustrated in the accompanying Figures.

These embodiments are illustrative, and are not meant to be restrictive of the scope of the invention.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS OF THE INVENTION Preferred embodiments of the invention are illustrated in the accompanying representations in which: Figure 1 shows a perspective view of a mirror assembly according to the invention; Figure 2 shows a diagrammatic plan view of a epicyclic gear train according to the invention; Figure 3 shows the epicyclic gear train of Figure 2 with its sun gear and planetary gears in a different position to that shown in Figure 2; Figure 4 shows the epicyclic gear train of Figures 2 and 3 in a partially exploded perspective view; Figure 5 shows a epicyclic gear train according to an alternative aspect of the invention in partial perspective view; Figure 6 shows a planetary gear component of the epicyclic gear train shown in Figures 2,3,4 and 5; Figure 7 shows a vehicle external mirror (wing mirror) which includes the epicyclic gear train shown in Figures 2,3,4,5 and 6; Figure 8 shows the vehicle external mirror of Figure 7 in a parked position; Figure 9 is a graph showing the velocity ratio of the epicyclic gear train of firstly Figures 2,3 and 4, and secondly of the epicyclic gear train of Figure 5 with respect to the angular position of the carrier; Figures 10 and 11 show the vehicle external mirror of Figures 7 and 8 respectively with an alternative mounting of the epicyclic gear train shown in Figures 2,3,4 and 6; Figure 12 shows a schematic block diagram of a motor controller according to the invention; Figure 13 shows a schematic block diagram of an alternative motor controller.

Referring to Figure 1, a vehicle external mirror assembly is shown. The assembly comprises a base 9 mounted to a vehicle (not shown), a head 8, pivotally mounted to the base and a park mechanism 100 of reduced size for rotating the head 9 with respect to the base 8 from a deployed position to a parked position in which the outer most portion of the head 9 is positioned closer to the vehicle.

The park mechanism 100, partially shown in Figure la, comprises a motor 90 having an output shaft 92 connected to a reduction gear train 95. The reduction gear train includes a worm gear 96. The relative sites of the components and their precise arrangement will vary depending upon the mirror assembly design.

The park mechanism 100 can be used to replace much of the structure of the base 20 thereby reducing the weight of the mirror assembly 10 and simplifying its design.

Having the park mechanism 100 located within the base 20, as opposed to within the head 30, moves the center of gravity of the mirror assembly inwards. Also the pivot 50 no longer carries the load of the park mechanism 100.

In a first embodiment of the invention, the park mechanism 100 is of reduced size because of the use of a voltage controller in association with an undersized motor 90.

The reduced size of the park mechanism 100 allows it to be located in the mirror base 8.

The undersized motor 90 within the first embodiment of the invention is a 2.0 nominal continuous rated voltage DC electric motor (for instance a Mabuchi RF- 4LOWA-13185 D/V5.9 DD450X13 motor).

Referring to Figure 12, the 12 volt power supply 130 from the vehicle supplies power to 4.0 volt and 7.0 volt power supplies 132 and 134. A voltage selection switch 136 supplies power to the motor 90 within park mechanism 100 at either 7.0 volts or 4.0 volts. Switch 140 is actuated by the vehicle driver to operate park mechanism 100.

Once the switch 140 has been actuated, the timer 138 starts and sends an initial signal to the voltage selection switch allowing 7.0 volts to be supplied and then after a fixed time, (for instance 0.6 seconds) has elapsed, the timer switches the voltage to 4.0 volts.

An alternative assembly is shown in Figure 13. With this assembly, the 4.0 volt power supply 132, the 7.0 volt power supply 134 and the voltage selection switch 136 are replaced by a single motor driver 137. The motor driver 137 drives the motor within park mechanism 100 at differing voltages depending on the signal from the micro controller 139. Different average voltages are achieved, using pulse width modulation.

Either of the above described two assemblies of Figures 12 and 13 can be used to carry out the method of the invention. Referring to Figure 4, the motor is initially supplied with a voltage Vi of 7.0 volts for approximately 0.6 of a second. At this stage no over current protection is provided. After 0.6 seconds have elapsed, a second voltage V2 of 4.0 volts is provided at the same time as over current protection. The over current protection switches the supply voltage off when the current exceeds 220mA. Arrow 120 on Figure 4 shows the voltage dropping as the over current protection comes into effect.

The above described method results in the motor providing a high torque initially to overcome the resistance of the detent mechanism and ice or other accretions that may act to resist movement of the mirror head with respect to the mirror bracket. At the end of 0.6 seconds, which is generally sufficient to overcome the initial resistance, the voltage is reduced. This is appropriate since less torque is required after the initial rotation to continue to rotate the mirror head through to its parked position. When the mirror head reaches its parked position the current will increase due to the motor stalling and the over current protection switches the supply voltage off.

In order to redeploy the mirror head, the polarity of the voltage applied to the motor is reversed, again with an initial voltage of 7.0 volts. This provides high torque to overcome park detents and any accretions that may have built up. The voltage against time may be the same as that described above (with reference to Figure 12 or 13) for mirror head parking (except the voltage is reversed). Alternatively a different voltage against time regime may be applied for redeployment.

The above voltage, current and time values can be varied to suit the particular application.

The method of the invention allows manufacture of very small park mechanisms and therefore allows the mechanism to be fitted into a vehicle mirror bracket (as opposed to a mirror head). Application of the invention can provide other advantages such as reduced weight, less conductors required to supply the mirror head, increased styling freedom, the ability to move weight closer to the vehicle reducing vibration problems and reduced power requirements.

Importantly, use of the first embodiment of the invention simplifies the motor and gear train selection and design by providing known voltages and removing the usual variability in voltages supplied through the vehicle's electrical system.

In a second embodiment of the invention, the park mechanism 100 is of reduced size because of the use of a variable ratio gear train within the park mechanism. The use of a variable ratio gear train allows a smaller motor 90 to be used than would otherwise be the case.

Referring to Figures 2,3 and 4, a variable ratio gear train the form of a epicyclic gear train is shown.

The epicyclic gear train shown comprises a central sun gear 15, three planetary gears 20 each engaged by the sun gear, a ring gear 50 engaged by the planetary gears and a carrier 60 (shown in Figure 4) mounted for rotation about an axis substantially coaxial with the axis of the sun gear. Each planet gear 20 has a shaft 21 extending from an area on the surface of the planetary gear 20 at a location off set from its geometric center. The carrier 60 has three radial slots 62 as shown in Figure 3. These slots 62 connect the planetary gears 20 to the carrier 60. Each planet shaft 21 is free to rotate but is compelled to oscillate in a radial direction with respect to the sun gear by its corresponding radial slot 62 within the carrier 60. As the sun gear 15 rotates, the shafts 21 of the planet gears 20 move in and out relative to the center of the sun gear 15. This changes the effective gear ratio between the sun gear and the carrier.

The level of change is governed by the degree of eccentricity of the planet shafts 21 with respect to the geometric centers of their corresponding planet gears. With this varied gear ratio, the output speed and torque is also varied and can be tailored to suit a particular application.

Figure 4 shows only one carrier 60, however two carrier discs may be used, one above and one below the assembled sun gear, planetary gears and ring gear.

In most applications, a slider having a bearing surface adapted to reciprocate within slot 62 and a bearing to allow free rotation of shafts 21, will be provided.

An alternative version of the second embodiment of the invention is shown in Figure 5. With this embodiment of the invention, the means for connecting a planetary gear to the carrier includes an arm 65'having a proximal end 66'pivotally mounted to the carrier 60'and a distal end 67'rotatably mounted to its planetary gear 20'at a location on the surface of planetary gear 20'off set from its geometric center. This compels shafts 21 to oscillate in approximate radial direction with respect to the sun gear. Again, as the sun gear 15'rotates, the planetary gear shafts 21'move in and out with respect to the center of the sun gear changing the effect gear ratio. The level of change is governed by the degree of eccentricity of the planets shafts 21'.

The offset of shafts 21 extending from the planetary gears 20 causes problems with meshing between the planetary gears 20, the sun gear 15 and the ring gear 50. If normal straight cut gears are used, jamming will occur. Figure 6 shows a modified planetary gear 20 having upper and lower bearing surfaces 23 and 24 separated by the gear teeth region 25. These bearing surfaces, in conjunction with similar surfaces on the sun and ring gears, limit the radial movement of the gears with respect to each other.

Referring to Figures 7 and 8, the epicyclic gear train of Figures 2,3 and 4 is shown mounted within a vehicle external mirror. Figures 7 and 8 both show a mirror head 8 pivotally mounted with respect to a mirror base 9 and an epicyclic gear assembly 10 mounted within the mirror base 9 and mirror head 8.

In Figure 7, the mirror head 8 is shown moving away from its deployed (in use) position. Arrow 7 indicates the direction of movement from the deployed position to a"parked"position shown in Figure 8. The extent of angular rotation of the mirror head 8 about the sun gear 15 required in particular applications will vary. Typically for a drivers side mirror, the degree of rotation required will be around 70° and on the passenger side mirror will be around 60°.

The mirror head 8 shown in Figures 7 and 8 contains a motor (such as the motor shown in Figure la) which drives the sun gear 15 through a conventional worm reduction gear train (with a reduction ratio of approximately 700: 1). Also fixed with respect to the head is the ring gear 50. The carrier 60 (for clarity, not shown in Figure 7 and 8) is mounted to the base 9. Hence the planetary gear shafts 21 are constrained with respect to the base 9 (although some movement is allowed within the constraints of slot 62 of the carrier 60). Therefore as the sun gear 15 rotates in an anti- clockwise direction, as shown in Figure 7, the mirror head 8 moves in a clockwise direction. Position indicators 16 (showing the angular position of the sun gear) and 51 (showing the angular position of the ring gear 50) are marked on Figures 7 and 8 to show respective positions of these gears from the deployed position of Figure 7 to the parked position of Figure 8.

Figure 9 shows graphically the change in the ratio of angular movement of the sun gear with respect of the angular movement of the carrier (and hence the mirror head) as the carrier angular position varies. This graph clearly shows that there is a substantial variation in gear ratios from the mirror head position shown in Figure 7 and the mirror head position shown in Figure 8. The solid squares within the graph of Figure 9 represent data points for the"slot"arrangement shown in Figures 2 to 4 whereas the hollow diamonds within the graph represent data points for the"radial arm"arrangement shown in Figure 5.

Referring to Figure 9, the maximum reduction ratio (sun to carrier) is at the position shown at 81. At this particular angular position, a reduction ratio of approximately 5.3 is achieved. This ratio will be appropriate for the angular position at which the mirror head 8 is in its deployed position. Because of the high reduction ratio at this point, maximum torque is developed to allow the head 8 to rotate through a detent mechanism and to breakaway any ice that may have formed between the mirror head 8 and the mirror base 9. As the mirror head 8 rotates in the direction shown by arrow 7 in Figure 7, the torque gradually reduces while the speed increases to a point shown on the graph of Figure 9 marked 85. At this point 85, torque is at a minimum, the reduction ratio having fallen to approximately 1.5, and the speed is at a maximum. As the mirror head 8 approaches its parked position as shown in Figure 8, the speed of rotation reduces and the torque increases up to the point 81 shown on Figure 9. This arrangement uses the full phase of the velocity ratios and provides quiet operation with a slowing of the angular velocity of the head 8 at both ends of its travel.

In an alternative arrangement an angular delay zone ("slop") can be introduced between the carrier and the head in combination with a velocity ratio that provides a non-integer phase, such as a half-phase or a five-thirds phase, so that angular movement always starts at maximum torque (minimum velocity) and ends at minimum torque (maximum velocity). Such an arrangement provides a single design that provides different angular travels for different vehicles.

Figures 10 and 11 show an alternative arrangement to that shown in Figures 7 and 8 in which the carrier 60 is mounted to the mirror head 8 and the ring gear 50 is mounted to the base 9. With this arrangement, as the sun gear 15 rotates in an anti- clockwise direction, as shown in Figure 10, the mirror head 8 moves in a clockwise direction. Position indicators 16 (showing the angular position of the sun gear) and 61 (showing the angular position of the carrier 60) are marked on Figures 10 and 11 to show respective positions of these components from the deployed position of Figure 10 to the parked position of Figure 11.

The second embodiment of the invention allows"optimising"of the torque and speed at particular angles of the output shaft. An advantage of this is that it enables the selection of a lower power motor (and hence smaller motor) than would usually be required for a mirror parking motor-gearbox assembly.

With any of the three embodiments of the invention discussed above, the park mechanism 100 can be used to replace much of the structure of the base 20 thereby reducing the weight of the mirror assembly 10 and simplifying its design. Having the park mechanism 100 located within the base 20, as opposed to within the head 30, moves the center of gravity of the mirror assembly inwards. Also the pivot 50 no longer carries the load of the park mechanism 100.

The invention has thus far been described in relation to embodiments of vehicle external mirror park mechanisms. However the invention can also be embodied in other actuators such as the actuators used to adjust the mirror glass angles within mirror assemblies.

International Application No. PCT/AU02/00352 titled"Vehicle external mirror wiring integration"discloses a pivot assembly having contacts mounted on detent surfaces for transmission of power from the base to the head. These features and other features disclosed in PCT/AU02/00352 could be used with the present invention and the disclosure of PCT/AU02/00352 is herewith incorporated in its entirety into this specification.

International Application No. PCT/AU02/00353 titled"External vehicle mirror having self-loading pivot and improved end stop"discloses a mirror assembly having a self-loading pivot mechanism wherein initial rotation of the mirror head with respect to the mirror base causes pre-loading of a spring. These features and other features disclosed could be used with the present invention and the disclosure of PCT/AU02/00353 is herewith incorporated in its entirety into this specification.

International Application No. PCT/AU00/00413 titled"Method of producing a plastic moulded part including a film covering"discloses a method of forming a moulding component comprising an outer thin film component with an adhered moulded shell. The method of that disclosure could be used to mould hollow form components that may be used with this invention (for instance for the shell of the head and base) and the disclosure of this application is incorporated herewith in its entirety.

Australian provisional patent application PR6683 titled"Foldable vehicle external mirror having auxiliary mirror"discloses a vehicle external mirror having an auxiliary mirror mounted to a distal side of the mirror head. The auxiliary mirror provides rear vision when the mirror head is in its folded position. This features and other features disclosed in PR6683 are/could be used with the present invention and the disclosure of PR6683 is herewith incorporated in its entirety into this specification.

Australian provisional patent application number PR6204 titled"Mirror Heater" discloses an automatic heating control system and apparatus for heating the surface of a mirror to de-ice or de-fog the mirror. The heating process is initiated upon starting the vehicle engine, and is conducted in accordance with a pre-set timing sequence and in accordance with an actual measured temperature of the mirror.

These features and other features disclosed in this document could be used with the present invention and the disclosure of PR6204 is hereby incorporated in its entirety into this current specification.

It would also be possible to incorporate other components with the mirror base (mounting bracket) and or mirror head. Such components include electronic sensors such as proximity sensors to determine if the vehicle mirror is close to an obstruction, sensors that sense external temperature and humidity, and sensors incorporated with the car security system such as motion detectors. Other various electronic equipment may be incorporated into the mirror base (mounting bracket) such as lights used to light the area around the vehicle, or lights that may be controlled from within the vehicle that enable the light to be moved so as to provide directional lighting.

Speakers and microphones used to communicate to people external of the vehicle may also be incorporated as well as antennas for various apparatus such as mobile phones, GPS devices and other radio communication devices. In addition, transmitters may be incorporated into the mounting bracket which are used for controlling external objects such as garage doors or providing radio transmissions which may be used, for example, to track or locate the vehicle. Other electronic devices such as automatic toll payment systems or remote transaction systems may be incorporated into the mounting bracket to enable electronic registration of various toll payments.

Cameras may also be incorporated into the mirror base (mounting bracket) which are both forward and rearward looking which are designed to continuously record digital images and to store those images either on command or as a result of an accident or incident. Motion sensors including accelerometers can be used to determine the occurrence of an accident or incident so that images before and after the event are stored.

While the present invention has been described in terms of preferred embodiments in order to facilitate better understanding of the invention, it should be appreciated that various modifications can be made without departing from the principals of the invention. Therefore the invention should be understood to include all such modifications within its scope.